Motorsports (Automotive History)

The intent of this paper, again revised (Rev. G), is to show that a vehicle designed in true accordance with the balanced viewpoint of a professional mass properties engineer may not only demonstrate superior acceleration, braking, and handling, but superior ride, stability, fuel economy, and safety as well. If a design begins with the first principles of how mass properties affect automotive performance in all its aspects , and is optimized accordingly in an integrated manner, then the resulting advanced automotive design may truly “go where none have gone before”.

As a small start-up company competing against long established automotive concerns such as Ferrari, Colin Chapman’s Lotus Engineering Company did not have the capability to gain advantage through advanced engine design, or even via the design of most of the other major mechanical systems. Most such components were commercially sourced, and so the only way a decisive advantage could be obtained was through an uncompromising emphasis on gaining performance “edges” from the remaining design elements of structure, body, and suspension. Because the automotive performance aspects of acceleration, braking, and handling are so dependent on various vehicle mass properties the optimization of those mass properties became the “Holy Grail” of Lotus design as directed by Colin Chapman.

There are a number of automotive performance aspects which are associated with accelerations in the lateral direction: maneuver (transient and steady state), roll-over, and directional stability. For each of these automotive performance aspects certain mass property parameters play significant roles; it is the intent of this paper to make explicit exactly how those mass property parameters affect each of those automotive performance aspects.
With regard to maneuver, the maximum lateral acceleration which can be attained in steady-state turning is an important index of performance and safety. The obtaining of high maximum lateral acceleration levels has inherent vehicle weight and center of gravity (longitudinal, lateral, and vertical) implications. However, before attaining a steady-state condition, a turning maneuver must first go through a transient phase. When the transient phase is included in the full maneuver picture, the previous list of significant vehicle mass properties parameters acquires two more members: the mass moments of inertia about the roll and yaw axes.
For modern passenger vehicles, the lateral acceleration point at which roll-over can occur is generally at a level significantly greater than the maximum lateral acceleration. That is, a modern car will tend to slide out of control long before there is a possibility of overturn. Accidents involving rollover generally occur because the vehicle was “flipped” by obstacles in the roadway, not because the vehicle traction was great enough to reach the critical lateral acceleration level. However, the level at which rollover could occur is still an important index of safety, and the most significant mass property for the determination of that level is the vertical center of gravity.
Lastly, there is the matter of directional stability, which has to do with the lateral tire traction force balance front-to-rear, and the front-to-rear “drift angle” relationship of the vehicle tires due to those forces. The lateral force/drift angle relationship is dependent upon normal load, so the most significant mass properties with regard to directional stability are the vehicle weight and static longitudinal and lateral weight distribution.
However, the static normal loads are dynamically modified in response to lateral directional “disturbance” forces. Such disturbances generate initial lateral inertial reactions at the vehicle c.g.; the consequent roll moment not only causes lateral changes in the normal load distribution, but also longitudinal changes due to the front-to-rear suspension roll resistance balance. Such changes readjust the initial lateral force/drift angle relationship front-to-rear, and thereby affect the lateral inertial reaction. If this reaction augments the effect of the original disturbance, then the vehicle is termed unstable or “oversteering”; if the reaction is such as to diminish the effect of the original disturbance, then the vehicle is termed stable or “understeering”. Therefore, for directional stability, the primary mass property parameters are the vehicle weight, and total weight distribution (longitudinal, lateral, and vertical).

http://www.researchmoz.us/global-and-china-automotive-wiring-harness-industry-report-2013-report.html

The global automotive wiring harness market value climb 2.3 percent to USD40.3 billion in 2013, and is expected to reach USD41 billion in 2014, up 1.6% over 2013. The slow growth is caused by many reasons. The market share of two major Japanese players of automotive wiring harness totals more than 50%, while Japanese Yen devaluates by 24% in 2013, resulting in a significant decline in the market value counted in the U.S. dollar. Also, due to the decline in copper prices as well as the continuous lawsuits against wiring harness price manipulating, manufacturers are forced to reduce prices to please customers.

After the First World War, leisure and activities related to travel, tourism and sports began to be profiled as one of several cultural phenomena. This imaginary puzzle also includes the use of personal cars as a means of leisure mobility and as a means of sports as well. After the establishment of Czechoslovakia, motoring in Slovakia developed more slowly, mainly due to numerous economic and socio-economic problems. Nevertheless, there were also several associations of organized motoring in Slovakia, which began to develop their tourist and sports activities relatively quickly and dynamically. The High Tatras, as one of the key and popular tourist destinations, were one of the destinations of the activities of car-moto clubs. On this basis, the aim of the paper is to partially analyse the starting point of the conditions of motoring development in the country and to approach the forms of sports and tourist activities based on the activities of organized motoring associations operating in Slovakia in the 1920s and 1930s.

O artigo pretende analisar como as músicas de exaltação do esporte engendram, dentro do imaginário social, o papel de criação de uma ressonância discursiva acerca dos fatos, feitos e protagonismos acontecidos nas competições. O enfoque aqui é na música " Lotus 72D " , de Zé Roberto, e sua construção do automobilismo enquanto uma das " paixões nacionais " do esporte brasileiro dos anos 1970 junto com o futebol. Essa propriedade de embate discursivo na esfera pública da música, considerando-a um discurso, reside em sua construção e representação narrativas (através dos mecanismos discursivos da cenografia e do ethos provenientes da Análise do Discurso de linha francesa) de heróis (Emerson Fittipaldi) e fatos esportivos (conquista da Fórmula 1 de 1972 com a Lotus), consolidando imaginariamente suas ações.

O presente artigo deseja observar como os cartazes de corridas de carros, notadamente os desenhados pelo artista francês Géo Ham, conseguem engendrar, em sua poética da imagem automobilística, um tipo de imagem estática que faça menção ao movimento de forma quase cinematográfica, chamada aqui de movimento-cristal. Utilizando-se o arcabouço teórico de Gilles Deleuze e do Groupe μ, o objetivo aqui é verificar como essas mise en scènes postas pelos cartazes são construções portemanteau que unem em uma representação imagética tanto a imagem-movimento, como a imagem-tempo e, o mais importante, que esse portemanteau é a representação gráfica do movimento-cristal e crucial para o pensamento de uma poética das artes imagéticas focadas no automobilismo e no esporte.